Cable-gripping mechanism



(No Model.)

J. B. STETSON, J. HAMMOND, W. L. HOLMAN 82; J. W. HARRIS. CABLE GRIPPING MECHANISM.

No. 458,517. Patented June 2 1891.

UNlTED STATES PATENT OFFICE.

JAMES B. STETSON, JOHN HAMMOND, VILLIAM L. IIOLMAN, AND JAMES 1V. HARRIS, OF SAN FRANCISCO, CALIFORNIA.

CABLE-GRIPPING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 453,517, dated June 2, 1891.

Application filed November 22, 1889. Renewed April 27, 1891. Serial No. 390,651. (No model.)

To aZZ whom it may concern.-

Be it known that we, JAMES B. S'rnrson, JOHN HAMMOND, WILLIAM L. HOLMAN, and JAMES W. HARRIs, citizens of the United States, residing at San Francisco, in the county of San Francisco and State of California, have invented a new and useful Cable- Railway Car, of which the following is a specification.

Our invention relates to improvements in cable-gripping mechanism in which the grip is attached permanently to the passenger-car and generally known as combination-cars, and the objects of our improvements are, first, I 5 to construct a cable-railway ear that need not be reversed at the terminus of a road by the employment of a'turn-table, the latter method being now in general use for combination-cars; second, to provide better facilities for crossing the tracks of cable-car lines on intersecting streets when the car is ascending a steep grade adjoining such streets. \Ve attain these objects by the construction illustrated in the accompanying drawings, in which-- Figure l is an elevation of the car, and Fig. 2 a plan of the same.

Similarletters refer to similar parts throughout the two views.

The car-frame consists of a flat platform of 0 suitable length, having the body or upper structure constructed as described in our application for Letters Patent dated January 18, 1890.

A swinging truck E E is placed under each 3 5 end of the car, as shown, allowing the car to turn curves on the road, said trucks being constructed on what is known as the fourwheeled or bogie style. Upon one of these trucks, which are otherwise similar, is placed the gripping mechanism or grip in the usual manner, and, as shown at D in compartment B, the grip being attached to the truck E, the

shank of the grip extending downward and into the channel of the cable roadway be- 5 tween the rails, the jaws of the grip being shown in position for gripping the cable e.

The lever f, with fulcrum at g, operates the grip in compartment In compartment 0 there is placed a lever h, with fulcrum at 7;,

attached to the car-frame. This lever is connected at its short end j to the lever f in compartment B by the rod 7:, placed under the car-frame, said rod being forked at B and passing on each side of the king-bolt of the car. A flexible connection is put at Z to allow side motion to rod 7c when the car is turning a curve on the road, the forked end of rod kbeing connected with lever fby the pin or bolt on at the point 0. The gripping mechanism can consequently be worked from either end of theear; but as it is necessary to use one lever only when the car is going in a certain direction we make the lever f in such a manner that it may be removed when not in use. We do this by putting a socket on the lower end of said lever at 0, into which the said lever is fitted, and is secured to said socket by the pin or bolt m at 0, which pin or bolt also passes through and secures the forked end of rod 7;, as explained. W'hen, therefore, we wish the car to run in the direction shown by the arrow in Fig. 1, we disconnect the rod 7c from the lever f with the pin on. The lever 71. is thereby rendered inoperative and the movements of the car are controlled by lever f. Upon reaching the terminus of the road the car is allowed to run upon the return-track through a switch arranged for that purpose, after which the pin m is removed and the lever f is taken out. The rod 7; is then connected at o and the pin on is replaced. This operation, requiring but a short space of time, places the grip under control of the lever it, the car now being ready to make the return trip.

It is obvious that a great advantage is obtained over the expensive and cumbersome turntable method, which system of turning cars around occupies almost the fullwidth of the street and obstructs the traiiic at that point in addition to its beinga costly method and in constant need of repairs.

It follows from the foregoing description that our car can be run in either direction along a line without turning it end for end, all that is necessary being a switch or crossover connecting the forward and return tracks, this adaptability tocircumstauces being of great value when the tracks are so obstructed as to prevent further progress of the car, and such cases are of frequent occurrence during fires, public parades, the. Assuming the car to be running .in -a.-direction opposite to that of the arrow in :Fig. 1 and ascend-toga steep grade immediately adjoining a cross-street upon which a cable railway is also in operation that our car is to cross, it is evident from the construction of our car with the gripping apparatus at the rear in this case that we we claim, anddesire to secure by Letters Pat.

1." In a cable-railway car, the combination of :a gripping 'deviceplaced atone end of the car withza lever at the oppositeend of the car to operate said gripping device, both beingconnected by a rod 7t underthe car-frame, as set forth..

2. The combination, in a cable-railway car, of a cable-gripping device placed upon a four Wheel swinging truck at one end of the car with a lever attached to-the opposite end of the car for operatingv the grip, said lever being connected at its shortend with the main 1ever of the gripping mechanism by a rod placed under the car-frame, all substantially as described.

3. The combination, in. a cable-railway car, of the gripping. mechanism D, placed on a swinging truck at one end of the car, said gripping mechanism having a removable lever f, socket 0,'and pin m, and connected to rod is, having forked end and flexible joint at Z, With the lever h at the opposite end of the car, attached to the-carframeat the fulcrum 2', said lever being connected at its short end to the opposite end of rodk, substantially as described and set forth.

4:. A car-body: supported.- uponthe independent swinging trucks E'E, as shown, one at each end,:,in combination' withwa cablegripping device D,'snpportedon one ofi'the trucks, the working-lever f- Of-Sitld gripping device being connected to an: opera ting-lever.

7L, attached to the car-frame at the oppositeend by a. rod 76, as set forth;

JAMES B. STETSON; J OHN- HAMMOND. WVILLIAM L. HOLMAN; J AM ES- XV. HARRIS.- Witnesses:

LINCOLN. SONNTAG, CHARLES SONNTAG. 

